VANAGON
IN DEATH VALLEY
W
hen we were told some time ago that VW
engineers had been given complete freedom in
re-designing the Bus for the ‘80s, we assumed
that we would finally see the end to the air-cooled rear
engine configuration that had been with the van for 29
years. Given the demise of the Beetle and VW’s ongoing
concern to design cars for the future, we were
somewhat surprised to see the same drivetrain layout.
After driving the new
Vanagon, though, we
have to say that our
surprise
turned
to
delight. For aside from
the engine (even that
has
some
new
components),
the
Vanagon is a very new
experience in vanning,
delivering a level of
comfort and handling
unequalled
in
any
other make or model.
All of those arguments against owning
a VW van—the noise,
the danger of sitting so
far forward with little
or nothing between
you and the car in
front, and its wayward tendencies in windy
conditions—are neutralized in the very first drive.
Increased sound deadening has reduced virtually all
engine noise in the passenger area, there is much more
metal and passive safety components than before in
front of the driver, and better aerodynamics and
suspension has made the Vanagon as solid on the road
as the heaviest Detroit station wagon.
To give the Vanagon a true test, we spent a few days
traversing the mountains and deserts of eastern
California. We drove from below sea level to over 5,000
feet, from arid heat to icy roads, bucking crosswinds
and negotiating hairpin curves. We loaded it down with
four adults and enough gear for a crossing of the
Darien Gap. And still the Vanagon gave us a touring
experience of delight and pleasure.
Wherever we went, Vanagon attracted considerable
attention. Much of it was due to the newly designed
exterior. The larger windshield area now has an
aerodynamic rake to it, and the front and rear light
arrangements appear very Rabbit-like. The wheelbase
and overall length are increased only slightly, but the
van is five inches wider. Combined with the lowering of
the floor four inches, there is now 18 percent more
interior room than before.
The windows are larger, allowing incredible visibility
for both driver and passengers. The middle seat was
set too high in past models, forcing passengers to
duck slightly for an unimpeded view. Now the location
offers excellent viewing. And the enlarged rear window
allows the driver to
see back - down the
road farther than
before. (Perfect for
spotting black and
whites.)
The “newness” of
Vanagon, though, is
never so striking as
when you climb in.
Ergonomics
are
vastly improved In
the areas of seating
comfort and steering
wheel position. It’s
not
like
you’re
driving
a
miniGreyhound anymore.
Both front seats are
adjustable and offer
good lateral support.
The bench seats to the rear are also orthopedically
designed for greater comfort and safety.
The ventilation system is superb, with outlets for
fresh air and heat seemingly scattered everywhere
throughout the compartment. It’s possible for almost
every passenger to dial in a stream of fresh air. And as
a bonus, the middle side windows have been redesigned to slide open easily. The instrument layout is
basically Rabbit, easy to reach and operate. We drove
the automatic transmission version and found it to be
wonderful in city traffic—and on the open road.
Whenever a grade loomed into sight, a simple
downshift into the 1.45:1 second gear was sufficiently
powerful for most hills. The tall first gear was seldom
used, although during a series of nasty switchbacks
near Panamint Valley it prevented our brakes from
heating up. The engine itself has some new parts,
including hydraulic tappets and sodium-filled valves
and a new piston shape, and the resulting quietness is
a revelation to die-hard Bus fans. It fairly purrs, and
even with only 67 horses, motivates the Vanagon
efficiently. The few times we pegged the 85-mph
Photos by Bill Appleton and Greg Brown
MAY/JUNE 1980
31
VANAGON IN DEATH VALLEY
speedometer, we really couldn’t tell we were traveling
that fast. The Vanagon stuck to the road like a Rabbit,
and interior noise levels were the same at 85 as at 65.
Keeping the engine cool was no problem, even after
some long grades.
It is in the handling department, though, where
Vanagon shows great improvement. A 50/50 weight
distribution, combined with a re-designed suspension
prevents any of the swaying under windy conditions
that plagued the van in the past. Solid is the word for
Clean instrument layout is very Rabbit-like. All controls are
Simple and within easy reach. Thick sounddeadening material underlays the plush carpet.
Rear passenger seats show improved design. The side
windows are huge and slide open for open-air cruising.
Note vent outlets above the window.
Death Valley contains the lowest spot in the United
States. It’s possible to drive from over 200 feet below sea
level to 5000 feet above in less than an hour.
The new sloping windshield is larger than before, but better aerodynamics prevents increased
drag. The lowering of the floor creates easier access for passengers through sliding side door.
Gas filler underscores new position for gas tank up front for better weight distribution.
32
VW & PORSCHE
the feel. We found this out dramatically one evening
while dodging a coyote on the road. Vanagon came
back into line with little effort or sweat expended. The
front discs and rear drums-power assisted, of coursecontrol the Vanagon as though it were a much smaller
vehicle.
Although Vanagon is slightly longer than last year’s
Bus, the turning circle is smaller. This is indicative of
the engineering work to the steering geometry that
makes Vanagon as easy to drive as a passenger sedan.
This is a definite plus for all of mom’s about-town
driving. it Is as tractable In city traffic as can be
imagined.
The engine is now approached from above for easier
maintenance. The oil filler Is located behind the
license plate for immediate access, and the spare tire
no longer takes up interior room, It Is found under the
Dante’s View lies 5475 feet above the floor of Death Valley, where temperatures of 134
degrees have been recorded. The white area is salts evaporated from an ancient lake bed.
Rear seat folds down for impressive cargo-carrying
capacity. There is 176 cubic feet of total capacity
in Vanagon.
Orthopedically designed front seats offer Increased lateral
support. Automatic transmission stick is a bit of a reach,
but steering wheel Is nicely placed for very un-buslike feel.
MAY/JUNE 1980
33
VANAGON IN DEATH VALLEY
front of the car. The gas tank, too, has been relocated
to the front of the Vanagon, allowing the cargo area to
be considerably increased. The rear seat folds down so
that extremely long objects can be transported with
little problem.
Few new automobiles of any kind have elicited
such positive response from both our staff and the
public alike as the Vanagon. Its sheer utility,
combined with modern comfort levels and handling,
more than offset the seemingly ancient air-cooled
powerplant. It may be that VW will replace this engine
soon with a water-cooled model, but the question will
remain, why mess with a good thing? And Vanagon
certainly stands at the head of its class.
Engine is accessible from cargo area. Note sounddeadening material on compartment lid. Virtually no
engine noise invades the passenger area.
Rear window size has been increased
by 92 percent! Large Door size reflects
greater Interior room, and lowered gate
means easier cargo loading. License
plate covers oil filler.
Base Price:
$9925 (automatic trans.)
ENGINE
No. of cylinders
Bore
Stroke
Displacement
Compression ratio
Horsepower (SAE Net)
Maximum Torque (SAE Net)
Fuel requirement
ENGINE DESIGN
Engine block
Cylinders
Cylinder heads
Valve arrangement
Magnesium alloy
Finned cast iron
Aluminum alloy
Pushrod operated overhead
valves, hydraulic lifters
Blower off crankshaft,
oil cooled
Fuel Injection (AFC)
Cooling system
Fuel/air supply
ELECTRICAL SYSTEM
Rated voltage
Battery
Ignition.
Firing order
4 horizontally opposed
3.70 in (94mm)
2.80 in (71mm)
120.2 Cu in(1970cc)
7.3:1
67 @ 4200
101 @ 3000
Unleaded fuel only
.
VANAGON
DRIVE TRAIN
Clutch
Transmission
Transmission gear ratios
Manual
1st gear
3.78:1
2nd gear
2.06:1
3rd gear
1.26:1
4th gear
0.88:1
Reverse
3.28:1
Final Drive—
Rear Wheel Drive
CHASSIS & SUSPENSION
Front suspension
Rear Suspension
Foot Brakes
12V
54 amp hrs
(63 amp hrs with A/C)
Transistorized (breakerless)
for Calif./coil and distributor
for 49 states
1-4-3-2
Single dry plate
4-speed manual;
3-speed automatic
Hand brake
Rims
Tires~
Steering
CAPACITIES
Engine .
Fuel tank
6.3 pts
15.9 U.S. gallons
LUGGAGE CAPACITY
Automatic
2.55:1
1.45:1
100:1
---2.46:1
4.09:1
Unitized with box- side and
cross members
Independent with upper and lower
control arms, coil springs, telescopic
shock absorbers
Independent with semi-trailing arms,
coil springs, telescopic shock
absorbers
Dual hydraulic system, power assist.
Front, disc; rear, drum Pressure
regulator inertial controlled
Mechanical to rear wheels
5½xJx14
185 SR 14 reinforced radial ply
commercial
Rack and pinion
35.3 cu ft (total
capacity 176.0 ct ft)
DIMENSIONS
Wheelbase
Front track
Overall length
Overall width
Overall height (unloaded)
Turning circle
Curb weight
PERFORMANCE
Top Speed
EPA rating
Test fuel consumption
96.8 in
61.8 in
179.9 in
72.6 in
77.2 in
34.5 curb to curb
3175 lb (Sta wag)
3076 lb (Kombi)
3527 lb (Camper)
75 mph-Manual
17 combined
16-22 mpg
This article was re-created
from the May/June 1980
issue of
VW & Porsche Magazine
Copyright Argus Publishing
34
VW & PORSCHE